Professional Documents
Culture Documents
0704-0788
REPORT NUMBER
Washington, DC 20314-1000
IAvailable from National Technical Information Service, 5285 Port Royal Road, Springfield, VA 22161. I
This report describes the design of a four-leg catenary anchor leg mooring and capsule buoy for the direct
pump-out of Corps of Engineers hopper dredges. This is the second phase of a two-phase study. The corn
panion report (phase I - conceptual design) describes operational conditions and operational criteria and
buoy dimensions (28 ft long by 11 ft 6 in. wide by 7 ft 6 in. high). This report provides detailed information
on: (a) structural calculations, (b) buoy stability, (c) piping system pressure loss analysis, (d) system
timelresource analysis (during transport, assembly, and installation), and (e) an example bid proposal specifi
cation for procurement. The system timelresource analysis section describes the amount of dock space anc
staging area required (250 ft by 300 ft of dock space), crane requirements (a 50- to 60-ton crane), and time
and personnel required for reach action. The report estimates the buoy could be assembled by five person-
nel and installed onsite by four personnel (including a diver) in 1 week or less (5 days minimum). With the
addition of a second crane and second anchor handling vessel, the assembly and installation time could be
reduced by 1 to 2 days.
The study described herein was authorized as pala of the Dredging Research
Program (DRP) by Headqua~ers,U.S, Army Corps of Engineers (HQUSACE). Work was
pedormed under the Dredging Equipment for NearshoreIOnshore Placement (DENOP)
Work Unit 32477 of DRP Technical Area 3 (TA3), Dredge Plant Equipment and System
Processes, at the Coastal Engineering Research Center (CERC), U.S. Army Engineer
Waternays Experiment Station (WES). Messrs. Robert H. Campbell and Gerald E.
Greener were the HQUSACE Chief and TA3 Technical Monitor, respectively, for the DRP.
Mr. E. Clark McNair, CERC, was DRP Program Manager (PM), and Dr. Lyndell Z. Hales,
CERC, was Assistant PM. Mr. William D. Malain, Chief, Estuarine Engineering Branch,
Estuaries Division, Hydraulics Laboratoy (HL), was Technical Manager of DRP TA3,
which includes Work Unit 32477. The study was conduded under contract. At the start
of the contrad, the Principal Investigator on the DENOP Work Unit and Contract Monitor
was Thomas A. Chisholm, Hydraulic Engineer, Engineering Applications Unit (EAU),
Coastal Structures and Evaluation Branch (CSE), Engineering Development Division
(EDD), CERC. Mr, James E. Clausner, Research Hydraulic Engineer, EAU, CSE, EDD,
CERC, replaced Mr. Chisholm as the Principal Investigator on the DENOP work unit and
also became Contract Monitor.
This repoa, "Dredge Mooring Study - Recommended Design - Phase 11," was
written by SOFEC, Inc., of Houston, TX, under contrad No. DACW39-90-C-0075, during
the period 16 March 9 990 through 15 September 1991. Principal author at SOFEC, Inc.
was Jerry A. Blair. Messrs. Chisholm and Clausner were under the direct supervision of
Dr. Yen-hsi Chu, Chief, EAU, Ms. Joan Pope, Chief, CSE, Mr. "Tomas W. Richardson,
Chief, EDD, and under the general supervision of Dr. James R. Houston, Director, and
Mr. Charles C. Calhoun, Jr., Assistant Director, CERC.
Ms. Sandra Staggs, Contracts Division, WES, provided oversig kt of the contracting
process.
At the time sf publication of this report, Director of WES was Dr. Robert W. Whalin.
Commander and Deputy Director was C o b Leonard 6 . Hassell, EN.
Additional information can be obtained from Mr. E. Clark McNair, Jr., DRP
Program Manager, at (601)634-2070 or Mr. James E. Clausner, Principal
Investigator, at (601)634-2009.
DREDGE MOORING STUDY
Recommended Design
Phase ll Report
Table Of Contents
Page
Preface 1
Summary
1.0 Introduction
3.0 Discussion
Non-SI units of measurement used in this repoa can be conveacsd to SI (metric) units as
follows:
Multiply To Obtain
cubic feet per minute cubic metres per minute
dead weight tons kilograms
degrees (angle) radians
feet metres
gallons cubic decimetres
inches metres
pound weight kilograms
kilopounds feet joules
kips per square inch megapascals
knots metres per second
miles metres
pounds per square foot pascals
pounds per square inch kilopascals
shofi ton kilograms
tons (mass) kilograms
SUMMARY
This report is phase II of a two-phase study whose purpose was to design a direct
pump-out (DPO) facility for Corps of Engineers (CE) hopper dredges. At the beginning
of the study (Aug go), the CE did not have the capability for DPO of their hopper dredges
in open water. The CE desired this capability to be able to respond to national
emergencies (such as hurricanes) where the ability to quickly place sand on the beach
is needed. Tlie existence of a DPO facility would also allow an increased amount of
suitable dredged material to be used beneficially; for example, to place sand on eroding
beaches or to place fine-grained materials to supplement wetlands.
This study was contracted to SOFEC, Inc., of Houston, TX. The mooring system
was designed to hold the CE Hopper Dredge Wheeler, the largest of the three CE hopper
dredges. Operational conditions were a significant wave height of 6.0 ft, wind velocity of
30 knots, and a current velocity of 2 knots. The mooring system was designed for
operation in a minimum depth of 30 ft and a maximum depth of 45 ft. The following
operational criteria were also required for the mooring design: (a) transport by truck or
rail, (b) rapid assembly with little or no diver support, and (c) installation with a minimum
of lift support. The phase I report studied five conceptual mooring designs and identified
a four-leg catenary anchor leg mooring (CALM) for more detailed study because it best
met the operational criteria. To meet truck transportation requirements, a 28-ft-long by
I 1-ft 6-in.-wide, by 7-ft 6-in.- deep capsule buoy was designed. The anchor chains would
be connected to a separate mooring table that is attached to the underside of the buoy.
Each mooring leg would be 600 ft long and consist of 2-in.-diam chain and a 10,000-lb
Navy Navmoor or 6,000-lb Bruce anchor. The approximate weights (in short tons) of the
major components are: mooring buoy - 23.0; mooring table - 8.5; buoy piping - 3.0; and
fluid swivel. The mooring system could be transported on as few as six "lowboy" flatbed
tractor trailer trucks, or a single 4 0 3 by 120-ft deck barge.
This report describes the design details and installation procedures. Included are
information on: (a) structural calculations, (b) buoy stability, (c) piping system pressure
loss analysis, (d) system timelresource analysis (during transport, assembly, and
installation), and (e) an example bid proposal specification for procurement.
The system timelresource analysis section describes the amount of dock space
and staging area required (250 ft by 300 ft of dock space), crane requirements (a 50- to
60-ton crane), and time and personnel required for reach action. The report estimates
that the buoy could be assembled by five personnel and installed onsite by four personnel
(including a diver) in 1 week or less (5 days minimum). With the addition of a second
crane and second anchor handling vessel, the assembly and installation time could be
reduced by 1 to 2 days.
DREDGE MOORING STUDY
Recommended Design
Phase ll Report
U. S. Army Corps Of Engineers
Waterways Experiment Station
1.0 INTRODUCTION
1. Direct Pump-Out (DPO) of hopper dredges has been used in Europe and the
United States for the past 25 years for beach replenishment and nearshore
placement of dredge material. More recently, direct pump out of dredges has
been used in the development of seaport projects in the Middle and Far East and
in the construction of artificial Islands in the Arctic region of Canada, in addition to
beach nourishment projects in the United States.
2. The direct pump out method of off-loading hopper dredges has been a method
which has gained in popularity to accomplish both the placement of dredge
material into dredge fill locations and onto beach zones which require
replenishment. The U.S. Army Corps of Engineers (CE) has found that there is
a growing need to make beneficial use of maintenance material dredged by hopper
dredges. Other than bottom dumping to create nearshore berms, most other forms
of beneficial uses of dredged material require the ability to remove the material
from the dredge's hoppers and place it in another location.
8. MOORING FORCES: The analysis of the mooring forces generated by the dredge
vessels and DPO SPM buoy under various environmental scenarios was presented in the
Dredge Mooring Study, Phase 1 Report. Mmimum design hawser load was determined
to be 108 kips. The design of the mmring system was based on this design hawser load.
The reader is referred to Chapters 3 and 4 of the Phase 1 Reporl: for review of the
environmental parameters, characteristics of the dredge vessels, and the discussion of
the analysis. The reader is referred to the following drawings for a graphic representation
of the overall system and system components:
11. The initial charter of this study defined a water depth of 30 - 40 feet for the basic
design criteria. However, operation of the system in depths up to 75 feet was considered
for DPO in limited locations on the West Coast. Therefore, the scope of investigation was
expanded to water depths of 75 feet. The result was the use of this buoy system design
in water depths of 75 feet is a viable option. In water depths of 75 feet, the amount of
operational freeboard available may be approaching a minimal acceptable limit. While
the Philadelphia District stated that they had no problem with wave water on the deck of
the buoy; it is recommended that the CE evaluate and respond with their preference for
minimum freeboard on the buoy at various sea states. Specifically, at what level of
personnel perception, due to comfort or safety, does the CE wish to limit the possibility
FIGURE 3.1
BUOY EEEVNIBN
- BMU\ST COMPARNENI
FLOODING VALVE
BRACKa
PLACES
MOORING -.
aRACKET
C W N SUPPORT
CENTERWELL
MAnNG W G E
MOORING -
of wave water on the deck of the buoy. Note that this evaluation is based solely on
psychological factors; since, the buoy is inherently stable and sea worthy. In addition, an
increase in freeboard may require an increase in the buoy hull size which could affect the
feasibility of shipping the buoy hull by over-the-road trucks.
12. Operation of the existing DPO SPM system in water depths of 75 feet will require
a minimum of one additional shot (90 feet) of anchor chain per chain leg and an
additional section (35 feet) of underbuoy hose.
13. HOSE and PIPING FLOW PRESSURE LOSS: A presentation of the analysis of
the anticipated pressure drop (flow resistance) of the buoy hose and submarine pipeline
is given in Appendix C for various particle sizes, percent solids in the dredge slurry, and
flow rates. A representative sample of pressure drop graphs developed for the DPO SPM
system, a sample problem and a computer program for use in calculating and plotting the
pressure drop graphs are provided.
1. Use short bolt studs at the surface hose flange connections to limit exposed
thread surfaces to 1 - 2 threads beyond the fastener nuts.
2. Install lace-on covers over the hose flange joints of the two surface hoses
adjacent to the buoy, to maintain a uniform outside hose diameter over the first
105 feet of hose from the buoy. In addition, provide a chafing cover at the flange
joint connecting the surface hose string to the buoy piping assembly.
3. Install lace-on floats with covers on the hawser in a position that aligns with
the surface hose flange joints.
17. The technology exists to allow continuous monitoring of the force on the mooring
hawser by a buoy mounted strip recorder or through radio telemetry to a strip recorder
on the dredge vessel or at a remote shore station, if that option is desired.
19. Actual location of the anchor legs and buoy can be established by marking
methods on site, by shore based transit observation, by global positioning system
equipment, or other suitable navigation locator methods which would provide sufficient
accuracy. There is sufficient excess chain designed into the system to allow for final
chain angle adjustment at the buoy and proper positioning of the buoy relative to the
pipeline.
21. BID PROPOSAL SPECIFICATION: An example bid specification proposal for the
DPO SPM system is presented in Appendix E.
22. TIMUCOST ESTIMATE of SPM SYSTEM DRAWINGS. The bid price for services
and the amount of time required to execute the design of the system and produce the
engineering drawings to provide for fabrication and component acquisition of the system
is dependent upon the requirements of the bid proposal specification and the capabilities
of the marine architect or consulting firm. Resolution of a number of outstanding issues,
as identified in the recommendations section of this report, would result in a systems
design approach which would better serve the future needs, both operational and fiscal,
of the CE. It is recommended that in the acquisition of the system, the mooring analysis
is not divorced from the SPM component structural analysis. Seemingly slight variations
in the weights, center of gravity, system geometry, and other factors of the various
components can produce adverse operational characteristics in the end product. A
provisional schedule for system design and drafting of drawings without model testing is
6 - 1 Q weeks; the schedule for component acquisition and buoy fabrication is 24 - 30
weeks. If third party designJfabrication review and certification is desired, i.e., American
Bureau of Shipping, add 3 -4 weeks to the above time estimates. Assume 1 - 2 weeks
to prepare the system for staging at the CE designated test site and 1 week to test.
4. CONCLUSIONS AND RECOMMENDATIONS
23. CONCLUSIONS: The capsuled shaped buoy mooring system concept presented
in this study is a lightweight, modular design, that is road transportable and easily
assembled. The system is configured to be easily maintained or repaired and can be
rapidly deployed. The DPO SPM system is shown fitted with a single line piping that
meets the specified requirements of the DPO SPM mission of the CE.
6. ldentify the current CE support vessel fleet and provide its capability. Does
the CE have tender vessels, tugs, anchor handling vessels, or crane barges available to
support the DPO SPM deployment or is rental equipment utilized?
TABLE OF CONTENTS
1.0 Introduction A4
4.0 Arrangement A1 1
-
DESIGN CALCULATIONS DREDGE MOORING PHASE I -
1.0 Introduction
Contained in this report are Phase I calculations for the U.S. Army Corps of
Engineers Dredge Mooring. The proposed concept is a 4-legged CALM
system designed to be transported by road. The objective of this CALM is to
moor a dredger vessel and provide a conduit for pumping its slurry ashore via
a 28" flexible line.
The concept presented can be divided into the following major components.
They are:
1) Anchors -
4 Total, 6 to 12 kips each
2) Chain Legs - 4 Total, 2" ORQ x 600 ft. each, 28 kips each
3) Mooring Table - 1 Total, 12' x 12' x 5', 16 kips
4) Buoy - 1 Total, 12' x 28' x 13', 44 kips
5) Piping -
1 Hard Spool, 3' x 5' x 16', 5 kips
Also Flexible Underbuoy and Floating Hoses
It is anticipated that the buoy, mooring table and hard piping can be assembled
using cranes onshore and lifted as a single assembly into the water. On
location it is intended that a small crane or air winch be used to pull in the
chains and hoses. No swivel design is presented since it is assumed the swivel
flange currently in use by the private industry can be utilized. Phase II will
consider the fluid swivel further as well as the underbuoy and floating hoses.
See Sections 2 & 3 for Design Criteria and Design Loads. Sketches are
provided in Section 4. Calculations are included in Sections 5 through 8.
Sheet 2-1
In addition, AISC-ASD (9th Ed.) is used in areas not addressed by the specified
standards or where the above standards allow its use.
f) Current [KNOTS] 2. 2.
e) Chain : Grade U3
SHEFT NO. OF
~ H E G ~ EBY
D DATE
SHEET NO. 3-3 OF
JOBNUMBER 663-
PROJECT PREPARED BY kg~ . fDl
'
A q?
~ 1
SUBJECT CHECgED BY DATE
PROJECT
SUBJECT CBM=IZED BY
MOORING TABLE
I
I
!
BHEET NO. +-7
OF
JOB NUMBER
PROJECT PREPARED
SUBJECT CHECKED BY DATE
equipment: specifications:
standard
m axlr - 5" diameter, tandem
0brakrr
hub urlr
-- -
12%" x 7%" alr
oll
rurprndon
whwlr -- underslung leaf sprlng
three spoke, cast steel,
dual mount
tlma
--
* rim8 6.75 x 17.5, one plece
LB-251: 9R 17.5, 16pr steel radlal
- LB-35T: 10R 17.5, 14pr steel radlal
a frame - fabricated
flanges- hlgh strength, low alloy
8 hltch - SAE 2" klng pln, 18" settlng
8 floor - 2" select oak
m dw.etrll - 36"
m flttlngr
larh ring8
--
* mud flaps anti-sall
m landlng Oarr park stands, pln type
8 electrical
wlrlng -- ICC, 12-volt, 7-way plug
condult, color-coded
m flnlrh - sandblast, prlme coat,
two coat8 acrylic ena
options
m rurpnrlon - single polnt
- walklng beam
dock - drop
- booster axle modrl:
81zO:
LB-851
8' x 18'
bB-3S1
8' x 18'
- drop side rail cwlly: 25 tons 35 tons
- beam type
m hltch - klng pin: two posltlon
rw~gh~:
W ~ I I*ngth:
11,0001 approx~mata~y
38'3"
13,0001 a p p r o x ~ n u t ~ y
39'
three posltlon awing c ~ u n n c r : 78" 82"
- inverted 5th wheel Legal Clpffilly I8 governmi by Ihr DOT8 GAWR Some a r u a rwulrs ratings othar Mur lhDIo ahown.
- detachable gooseneck Con~)uItYW1 Cllu (01 local r q u l r m t a lrlcludlng axla and tlre lordlnga.
m floor - 2lh" Apltong hardwood
full wldth gooseneck
nmpr - load, mechanical and hydraulic:
all steel
wood top
--
dovrtrll
motor grader
ellmlnate
8 -
front r n d half plpe wlth cable sllng
-
* mar end ollfleld bumper
-- 7" tall roller
9 5/8" tall roller
m flttlngr
-
* bracket8 swing out
-
* lrrh rlngr addltlonal
tool box
who01 wall covon - steel
8 Iandlng goor - twin, two-speed gear box,
12" sand pads
m rlzr -
-
length: addltlonal
width: addltlonal
PROJECT 1766 HGNC.
SUBJECT ';P/J-kT5 CHECKED BY DATE
s mN&R~- OF
JOB NUMBER 663
PROJECT OF Ed c~ - HawlPL PREPARED BY Kct-19
CHECKED BY
DATE
DATE
!I91
SUBJECT
PROJECT
s m DATE
MEMORANDUM
To : Wayne Herbrich
GC : COE
Called Bob to discuss anchors in general and for the referenced project:
1. He recommended Bruce's FFTS for this project. He would not advise using
Vryhof's because theirs must be set on the bottom and cannot be dropped as
can Bruce's and the Navmoor (Won't upright).
2. Said he tested 1, 6, and 10 kip anchors in very dense gravelly sand (phi = say
40 deg). Navmoor is the only one that buried. It had 30W whereas Bruce and
Vryhof had 18W, although Vryhof claimed 50W.
3. Since our criteria includes soft soils, would be better to go with Bruce if okay to
buy overseas. For either anchor, not knowing the soil conditions, would need to
set the fluke angle for sand (32 deg) and reduce the mud capacity to 50 or 60
percent of the tabulated values. This gives Bruce the edge.
4. He said Bruce's advertized weights are what they ship. Vryhof will add
considerable ballast sometimes to make their anchors perform to their curves.
Some Navmoor suppliers provide a cast anchor rather than welded plate in
which case the 10 kip anchor will weigh about 12 kips.
5. Either the Bruce or the Navmoor will disassemble easily for road transport: the
Bruce at the shank, the Navmoor at the two stabilizers.
6. If we chose tandem (piggy-back) anchors, we can conservatively use the
individual capacities although we would in actuality gain 50 percent (total = 3 x
one anchor) by connecting the back anchor through the shank of the forward
anchor. He also said they can be set simultaneously.
8. A good contact on where to have the anchors built is Kevin Baker, VSE
Corporation, 2760 Eisenhower Ave., Alexandria, VA, 703-329-2711. His company
has had hundreds built for the Navy. They had their 10 kip anchors built by
Customer Metals, and their 15 kip anchors were built by Skagit (The Winch Co.).
9. He had fairly recent prices for these two sizes: $1.70/lb. based on a 20%
increase in advertised weight since a casting. (A 10 kip Navmoor costs
$1.70~12000= $20,400.). He also added that if we went to either of the above
two fabricators we would not need to buy the drawings since they have them
along with the molds.
NTERNAT
ELM TREE HOUSE. ELM TREE ROAD, ONCHAN, ISLE OF MAN, BRlVSH ISLES.
TEL: 0624.629203
FAX: 0624-622227
TELEX: 629062 BRUCEM G
155: Z US!
Please f i n d f a x e d sales and f r e i g h t drawings for t h e 25OOkg Eruce
(FFTS) Mk4 Anchors f o r your i n f o r m a t i o n , a s r e q u e s t e d .
f f y o u r e q u i r e a n y f u r t h e r i n f o r m a t i o n , p l e a s e do n o t h e s i t a t e t o
contact us.
Regards,
~ a v i nC l e a t o r ,
S a l e s Admin.
INFORMATION O N TMIS
DRAWING I S T H E .
PROPERTY O F
BRUCE INTSRNATIONAL
LTD. AND 1s SUPP~IED
I N CONF1C)CNCE
NO. - 1 OF
PROJEGT
SU&TECT CHECgED BY
I4 a c D I J G CWYLCrrY
p kW ~Z-PLS-P
0FJ.
HO9, b C D CAP,
,4.ssunc%b ~lEZ17- OF
USEFUL A-EIcKoYC f i ) e ~ ' ~
PROJECT
SUBJECT
SHEET NO. 6-
2- OF
PROJEET*~ - .pAc MOLPP)L
h 1 ~ sDR~.
d 1 PREPARED
JOB NUMBER
BY
. -
PROJECT /
SUBJEXT CHECKED BY DATE
JOB NUMBER a 7
PROJECT PREPARED BY I C E q DATE Fka9/
SUBJECT CHECgED BY DATE
NO. ?/+ OF
P)RBJEGT
SmECT DATE
SHEET NO. 8-1 OF
PROJECT PREPARED BY
SUBJECT CBCECKED BY DATE
PROJECT
SUBJECT
SHEET NO. 3 - + OF
JOB NUMBER
PROJECT s -h
C4ns oy- E~srt--mn ~ t - le~ i n ~PREPARED
~
SUBJECT P m CHECKED BY DATE
SHEETNO.CS--5 OF
JOB NUMBER
PROJECT P
SUBJECT C
SHEET NO.
JOB NUMBER
PROJECT PREPARED BY d fi 3 DATE d~L q/
SUBJECT CHECKED BY DATE
A very tough hose with built-in
buoyancy, recommended for hydraulic
cutter suction and suction dredgers
operating in the open sea, even when
weather and sea conditions are
extreme. Unlike traditional hoses
with a wire helix, this hose will
recuperate its circular section
without lasting damage even if
crushed, over-bent or exposed to
momentary high vacuum conditions.
Ibs Ibs
3109 3418
4478 4937
5513 6075
6315 6972
6866 7565
7665 8445
8719 9607
10441 11501
1 .I The individual component parts of the DPO SPM buoy are illustrated on
pages 3 through 6. The weight and relative location of each component on
the buoy is depicted. The weight and center of gravity of the major end
items is summarized. The origin of the reference frame is the centerline of
the buoy hull centerwell and the bottom plate of the buoy hull.
1.2 The estimated dry weight (free floating displacement) of the DPO SPM buoy
is 66.1 kips. The center of gravity is located on the centerline of the buoy
centerwell and 3.27 feet above the bottom plate of the buoy hull. Note:
The configuration of the buoy is non-operational, i.e., without anchor chains,
hawser, hoses or ballast water for trim. This configuration would be
representative of the buoy in a static free floating state. Anticipated
average static freeboard of the buoy is 3.98 feet.
1.3 When the DPO SPM system is operating in 30 feet of water, the nominal
weight of dredge slurry, hose and anchor chain that must be supported is
14.6 kips. Ballast water for buoy trim is 9.1 kips. Anticipated average static
freeboard of the buoy is 2.72 feet.
1.4 When the DPO SPM system is operating in 75 feet of water, the nominal
weight of dredge slurry, hose and anchor chain that must be supported is
26.2 kips. Ballast water for buoy trim is 9.1 kips. Anticipated average static
freeboard of the buoy is 2.10 feet.
2.1 The free floating stability of the DPO SPM buoy is illustrated on pages 7
and 8. Referring to page 8, the graph illustrates the magnitude of the
forces attempting to right the buoy at various stages of list. For this capsule
shaped style of buoy, the list reference plane is the longitudinal centerline
of the buoy hull. The graph illustrates that the maximum righting moment
occurs at 50" list angle. Additionally, the graph indicates the buoy could list
onto it side (90"list) and would right itself.
The importance of the free floating buoy stability is most significant during
the installation process when the initial anchor chain pendant is hoisted into
position and pretensioned in its chain support assembly. With this buoy
design configuration, the dead weight of the hoisted chain will be supported
6'-8"from the centerline of the buoy hull and will induce an overturning
moment, i.e. list. In a water depth of 75 feet, the chain weight is
approximately 2.6 kips; therefore, the overturning moment is approximately
17 kip feet. Thus, the maximum list induced in the buoy during initial chain
leg installation is less than 10".
3 Intact Buoy Stability.
3.1 The remaining portion of this section depicts the intact (fully moored,
operational configuration) stability of the DPO SPM buoy. Basically, the
righting moments generated in the system in water depths of 30 through 75
feet are more than sufficient to maintain the buoy in an upright and stable
condition.
CDRP 3i ENGIIiEERS - vREDGi 'fOORING - SOFEC 3 A67 - iO-JUN-81
2.0 flooring i a b l e
3.0 Piping
3.0 Piping
4.0 .3perationLoads
FREEFLOATING
Operational WeightICG's
Hose Weight
Mooring
Hyd'stat System Total
Righting Righting Righting
List Buoyant Center of Buoyancy Center of Gravity Righting Moment Moment Moment
Angle Draft Force XCB YCB ZCB W'Plane XCG YCG ZCG ArminY aboutX aboutX aboutX
(deg) (feet) (kips) (feet) (feet) (feet) (ftA2) (feet) (feet) (feet) (feet) (kip8ft) (kip'ft) (kip'ft)
DREDGE CALM BUOY
Hose Weight
Bll
DREDGE CALM BUOY
Hose Weight
Hose Weight
Hose Weight
Hose Weight
Hose Weight
APPENDIX C
PIPING SYSTEM PRESSURE LOSS ANALYSIS
I Introduction
Pressure losses in settling slurries are sensitive to the particle size(s) of the solid, the specific
gravity of the solids, and the volume concentration of the solids. Experiments have been conduded
for given combinations of line diameter, solid size, solid concentration and solid density. From such
experiments equations which include the above factors have been developed to express the
pressure losses in slurry systems.
In adual service situations are often encountered in which the solid particles are not uniform in size
and the control of the concentration is not precise. Counterbalancing these variations in conditions
is the fact that for the flowrates considered the pressure drop is insensitive lo particle size for
particles sizes from 0.4 mm up to 1 mm and beyond. Thus for a given duct size and particles 0.4
mm to 1.0 mm, the pressure drop is dependent on the flowrate and concentration of the solid by
volume.
As most sand used for beach replenishment is in the 0.2 mm to 0.3 mm range, graphs for 0.2 mm
particle size can be used in the estimating pressure drop for a given hose and pipe configuration.
2 Equations Used
The formulas used to generate the pressure drop graphs are based on pages 112 - 114 of APPLIED
FLUID DYNAMICS HANDBOOK by Robert D. Belvins (Van Nostrand Reinhold Co. Inc., 1984) and
from a publication from DUNLOP entitled PRESSURE DROP, CAPACITY / VELOCITY GRAPHS.
A combination of line diameter and particle diameter were selected for which the line losses in psi
per 100 feet were calculated for several values of solid concentration as the flow rate was varied.
The roughness used for the hose is 0.01 inch as advised by Dunlop Ltd., a manufacturer of hoses.
The absolute roughness used for the pipe is 0.06 inches, which corresponds to commercial steel
pipe with general rust.
A listing of the Basic program which was used to generate the tables used to create the pressure
drop graphs can be found at the end of this appendix.
A graph of the function used for the drag coefficient (Cd) for the particles can be found after the
program listing.
3 Results
The results are to be found in the following pressure drop vs flowrate and solids concentration
graphs for various particle sizes. As stated above, it is recommended that the graphs for 0.8 mm
particle size be used for estimating pressure drops.
PRESSURE DROPIFLOW RATE GRAPHS
HOSE BORE 28 INCHES - 0.1mm PARTICLES
2000250030003500400045005000550060006500
FLOW RATE IN CFM
Solution
'This program will compute pressure drops for a water / sand slurry. The
'results are written to a file named DROUT. The output is imported into
'a spreadsheet for graphical presentation.
1
'The formulas used are taken from pages 112 - 114 of APPLIED FLUID DYNAMICS
'HANDBOOK by Robert D. Belvins (Van Nostrand Reinhold Co. Inc., 1984) and
'from a publication from DUNLOP entitled PRESSURE DROP, CAPACITY / VELOCITY
'GRAPHS.
'
'The primary variables in this situation are :
' D hose or pipe diameter
' PDlA particle diameter
' CON volume fraction of the solid
' FLOW flowrate in cubic feet per minute
' V mean velocity - determined by D and FLOW
' e absolute duct roughness
'A combination of line diameter and particle diameter will be selected for
'which the line losses in psi per 100 feet will be calculated for several
'values of solid concentration as the flow rate is varied.
1
SCREEN 0
COLOR 4,7
CLS 0
REM INPUT 'ENTER THE DIAMETER OF THE PlPE / HOSE ==> ", D
REM PRINT TNTER THE ABSOLUTE ROUGHNESS OF THE PlPE I HOSE"
REM INPUT "(PIPE = 0.06 INCHES, HOSE = 0.010 INCHES) ==> ", e
"
REM INPUT FNTER THE VlSCOSlTY OF THE LIQUID IN cp (WATER = 1.0 cp) ==>", VIS REM INPUT
"ENTER THE SPECIFIC GRAVITY OF THE LIQUID (SG) ==> SGL
REM INPUT *ENTER THE WEIGHT OF THE SOLID IN LB PER CUBIC FT ==> DENSLD
INPUT "ENTER THE SMALLEST PARTICLE SIZE TO BE CONSIDERED (mm)==>",PDIAMIN
"
REM INPUT "ENTER THE LARGEST PARTICLE DIA TO BE CONSIDERED ==>",PDIAMAX
REM INPUT "ENTER THE INCREMENT VALUE FOR PARTICLE DIAMETER ==>",PDIAINCR
REM INPUT 'ENTER THE LOWEST FLOW RATE TO BE CONSIDERED ==>", FLOWMIN
REM INPUT 'ENTER THE HIGHEST FLOW RATE TO BE CONSIDERED ==>" FLOWMAX
REM INPUT "ENTER THE INCREMENT VALUE FOR FLOWRATE ==>", FLOWINCR
REM INPUT "ENTER THE MINIMUM CONCENTRATION OF SOLIDS BY VOLUME ==>",
CONMIN
REM INPUT 'ENTER THE MAXIMUM CONCENTRATION OF SOLIDS BY VOLUME ==>',
CONMAX
REM INPUT "ENTER THE INCREMENT VALUE OF SOLIDS CONCENTRATION ==>"!
CONINCR
D = 27.25
e = .06 ' ==> median value for commercial steel, general rust
I
==> value for hoses is 0.01 inch, as per Dunlop information.
1
VIS = 1
SGL = I!
DENSLD = 96 I==> Ibs per cu, ft.
FLOWMIN = 2000 I==> flows in cfm
FLOWMAX = 6500
FLOWINCR = 500
CONMIN = .1
CONMAX = .4
CONINCR = .05
Pi = 3.14159
XAREA = Pi * D A 2 1 4 / 144 I==> Duct area in sq. ft.
SGSLD = DENSLD / 62.4 ' ==> s.g. of solid
CON = CONMIN
PDlA = PDlAMlN
OPEN "C:\123\DREDGE\DROUT"FOROUTPUT AS #I ' ==> table for input into
1
spreadsheet.
WRITE #1, PDlA
DO WHILE CON <= CONMAX
WRITE #I, CON
FLOW = FLOWMIN
DO WHILE FLOW <= FLOWMAX
V = FLOW / XAREA / 60 I==> flow velocity, fps
Red = Rev, PDlA 125.4) I==> particle Reynolds No.
Cdd = Cd(Red) I==> particle drag coeff.
Ree = R e v , D) I==> pipelhose Reynolds No.
FI = (1.14 - 2 * ,43438 * LOG(e / D t 26.25 / Ree .9)) -2
A A
FS = 81 * FI * CON * (32.2 * D 1 12 / V A 2 1 Cdd .5 * (SGSLD - 1)) 1.5
A A
DELP = 6 2 . 4 / 3 2 . 2 * S G L * V A 2 / 2 * 1 2 0 0 / D * ( F l t Fs)/144
WRITE #1, FLOW, V, V I3.2808, DELP, DELP * ,0328 / 1.42168
FLOW = FLOW t FLOWINCR
LOOP
CON = CON t CONINCR
LOOP
END
FUNCTION Cd (R)
IF R < 1000 THEN
Cd = 10 A (-,3979 * (LOG(R) 12.3026 - 2))
ELSE
Cd = .4
END IF
END FUNCTION
FUNCTION Re (V, D)
SHARED SGL, VIS
Re =V*SGL*62.4*123.9* D / V I S
END FUNCTION
DRAG COEFFICIENT VS RRlNOLDS No.
REYNOLDS No.
DREDGE MOORING STUDY
Phase ll Report
SECTION TITLE
1 .I The transportation analysis of the DPO SPM system is based on the use
of over-the-road trucks. This method of transport provides the most
extensive coverage of the geographical areas of the nation. The system
has not been analyzed specifically for rail or barge transport on the premise
that truck transport dictates a more stringent weight criteria and cube
requirement.
To minimize overall system life cycle cost, it is assumed that the system will
be primarily working on station or held in storage at a staging yard. The
fleet of trucks required for shipping the system are required temporarily.
Therefore, maximum utilization of rental trucks is envisioned. As part of the
initial contract, each component shall be provided with the requisite support
blocking/frame to facilitate truck shipment. In addition to the system
components and their support blockinglframe, the material requiring
transport includes the material handling system, i.e., slings, shackles,
spreader bars, come-alongs, and assembly equipment, i.e., air compressor,
air hose, air tools, drifts, assembly stands, etc. It is recommended the DPO
SPM system and support equipment be configured to ship on the type of
rental truck trailer most commonly available in the freight forwarding
industry and referred to as a "40' Float".
1.3 The specification description of the "40' Float" trailer is a forty feet long,
maximum fifty six inches high fixed bed, platform style, two axle, kingpin
trailer with a gross capacity of forty tons and an actual usable payload
capacity of approximately twenty five tons (50 kips).
1.4 The vehicle requirements, both number and type, for transport of the DPO
SPM system is controlled by the following factors: Total component weight
and weight distribution per vehicle, total component cube per vehicle with
specific limitations on overall height and width, and contingency planning
constraints. The first two items are self explanatory; however, contingency
planning constraints will be further explained. Contingency planning
constraints encompass the possibility of a vehicle breakdown or delay,
space limitation at the assembly staging area, limited rental fleet availability
in a particular geographic area, or overall system transport costs.
1.6 To meet highway height restrictions the buoy hull will require a "low boy"
style trailer, as depicted in Method 1, Drawing 667-P2-7, Figure 1.l."Low
boy" trailers with sufficient length and capacity are not normally readily
available in the majority of truck rental fleets, Two alternative solutions for
this problem are available. A "low boy" style trailer can be purchased as
part of the Contract and dedicated to the transport of the buoy hull, i.e.,
Method 1. Conversely, the buoy could incorporate in its design the
attachment rails for a tandem axle assembly and a fifth wheel kingpost
assembly, with the additional purchase of the tandem axle assembly. This
configuration is depicted as Method 2, Drawing 667-P2-8, Figure 1.2. A
cost-benefit analysis and life cycle analysis should be conducted to indicate
the optimum solution for transport of the buoy hull.
1.7 The following shipping configuration, listed in the desired order of arrival at
the assembly/deployment staging area and encompassing shipping
segregation of SPM components into complete subsystems and requisite
support equipment, is presented:
1.8 As depicted in the above shipping plan, only two vehicles of the seven,
denoted by (*), will require a permit for transport. Both vehicles will require a wide load
permit. All vehicles are within maximum weight limits.
1.9 A typical industry procedure in shipping heavy freight on trucks is for the
truck supplier to supply the tie-down chains or nylon straps, normally per the customer's
preference, upon request by the customer.
ELEVATION --REAR
-- VIEW
667-P2-7
PLOT DATE:7/12/9 1
b-&Fe---
- PLOT SCALE: 1:48 2/20/91 0
ELEVATION REAR VIEW
2 DPO SPM Assembly and Marine Installation
2.1 Staging Area: The DPO SPM assembly and marine deployment staging
area shall be located along a dock or similar structure that can support the use of heavy
equipment and has a channel with a minimum depth of twelve (12) feet for marine
deployment and tow of the SPM buoy. The staging area should encompass an obstacle
free, well drained, flat area capable of supporting heavy trucks. Approximate dimensions
of the staging area would be not less than 300 feet by 250 feet. A frontage of 300 feet
on the water is desired.
2.2 Staging Area Equipment: A mobile rental crane or a fixed crane with
sufficient capacity and boom length is required on site during buoy and component
unloading, assembly, deployment, recovery, disassembly, and loading for transport.
Minimum crane capacity during buoy assembly and launch is 60 kips at 20 feet radius.
The following cranes can meet this criteria: 60 ton wheeled rough terrain crane, 50 ton
hydraulic truck crane, 58 ton lattice boom crawler crane, or port stevedoring cranes over
100 tons. Crane manpower requirements is two personnel, operator and riggerloiler.
DAY 1
2. Unload buoy piping assembly and set aside, out of the way.
4. Rig three nylon slings on hose spreader beam and rig spreader
beam to two leg chain sling on crane.
5. Unload three underbuoy hose sections and align along edge of dock,
parallel to channel, and hand fit up flange connections during
unloading process. Remove and stow hose spreader beam
assembly.
7. Unload two spar pendant buoys and stow on tow vessel dedicated
to the tow of the under buoy hose assembly.
8. Unload four shots of anchor chain and stow near dock edge.
9. Upon completion of the make up of the underbuoy hose assembly,
the hose assembly is connected to the tow bridle of the tow vessel,
and lowered into the water. The under buoy hose assembly is towed
to the marine deployment site for connection to the submarine pipe
line before it is lowered to the sea floor.
1 Unload two marine anchors w/ pins using crane with two leg chain
sling. Assemble anchor shank to fluke on both anchors by aligning
pin holes and inserting pins. Note: Set anchor shank angle to
correct angle per marine site soil condition requirements.
3. Unload the following material from Truck 2 and load onto anchor
handling vessel as vessel crew indicates: seven full shots, two half
shots, and one short shot of anchor chain; anchor chain connecting
links; four anchor pendant buoys and the assembly tools.
1. Unload the following material from Truck 3 and load onto anchor
handling vessel as vessel crew indicates: three full shots, two half
shots, and one short shot of anchor chain.
NOTE: At this point the anchor handling vessel is loaded with two complete
chain leg assemblies and its crew is securing the load for sea
transport, connecting the chain shots with baldt links and connecting
the anchors to the initial chain shots with pearlinks.
2. Move Tmck 3 and the crane to location of Truck 2 and complete the
unloading of both trucks.
3. The tow padeye assembly and tow bridle are removed from the hose
and stowed on the tow vessel.
1. Crew continues securing the load for sea transport, connecting the
chain shots with baldt links and connecting the anchors to the initial
chain shot with a pearlink.
1. Unload anchor chain tensioner with rigging and load onto anchor
handling vessel.
NOTE: Anchor handling vessel departs to deploy two opposing anchor legs
at the marine site.
3. Unload the buoy lift frame from truck 4 and place in the vicinity of the
buoy piping assembly.
4. Move Truck 4 and the crane to the center of the dock frontage
approximately 30 feet from the edge of the water.
6- Rig the crane with the four part heavy lift sling assembly.
1. Buoy stands.
3. Buoy hull.
4. Onboard winch.
5. Portable handrails.
MOORING
BRACKET
7. Buoy piping assembly.
9. Unload the two tubular buoy stands and locate them on firm ground
on either side of the mooring table, approximately 4 feet and 26 feet,
respectively from the edge of the water.
"1 Rig the heavy lie sling assembly to the buoy hull and support the
majoriv of the buoy hull weight with the crane. Release the fifth
wheel and tandem axle assembly. Lift the buoy hull free and have
the truck tractor move out of the way.
2. Swing the buoy hull into alignment over the mooring table. While
manually maintaining joint alignment, lower the buoy hull onto the
buoy stands.
4. Raise the buoy assembly, remove the outboard buoy stand, swing
the buoy assembly 90" and launch the buoy.
5. Secure the buoy to the dock and remove the heavy lift slings.
1. Move crane to designated storage area and remove heavy lift sling
assembly.
3. Rig three nylon slings on hose spreader beam and rig spreader
beam to two leg chain sling on crane.
2. On station at the anchor set down point for chain leg Number 1 the
anchor is deployed by alternately feeding out anchor chain under
tension with the two hoists as the vessel steers to the pipeline spar
buoy. See Figure 2.2 for typical anchor leg arrangement.
3. The vessel continues on its present course until all the anchor chain
in chain leg Number 1 is expended and the attached anchor pendant
buoy is deployed.
--
UU - Mum u31vn
feeding out anchor chain under tension with the two hoists as the
vessel steers to the pipeline spar buoy.
5. Enroute back to the pipeline spar buoy location, the pendant buoy
deployed at the end of chain leg Number 1 is recovered and the end
half shot of chain leg Number 1 is recovered on the vessel deck.
6. The pendant buoy is removed from anchor leg Number 1 and both
anchor leg Number 1 and 3 are rigged in the chain tension device.
The device and its operation is depicted in Figure 2.3.
9. The anchor handling vessel will then return to the docWstaging area.
DAY 3
NOTE: At this point the anchor handling vessel is loaded with two complete
chain leg assemblies and its crew is securing the load for sea
transport, connecting the chain shots with baldt links and connecting
the anchors to the initial chain shots with pearlinks.
@ Staging Area:
1. The buoy lift frame is positioned on and pinned to the buoy.
3. The chain tensioning rigging is installed on the buoy, the air winch
operation verified and the components secured to the buoy.
2. On station at the anchor set down point for chain leg Number 2 the
anchor is deployed by alternately feeding out anchor chain under
. tension with the two hoists as the vessel steers to the pipeline spar
buoy.
3. The vessel continues on its present course until all the anchor chain
in chain leg Number 2 is expended and the attached anchor pendant
buoy is deployed.
5. Enroute back to the pipeline spar buoy location, the pendant buoy
deployed at the end of chain leg Number 2 is recovered and the end
half shot of chain leg Number 2 is recovered on the vessel deck.
6. The pendant buoy is removed from anchor leg Number 2 and both
anchor leg Number 2 and 4 are rigged in the chain tension device.
7. The anchor handling vessel will then pretension both anchors
utilizing the chain tensioner.
8. The chain tensioner will be recovered, both anchor chain ends will
be marked with the buoy pendants and lowered overboard at
approximately 50 feet from the pipeline spar buoy.
9. The anchor handling vessel will then return to the docwstaging area
and return the chain tensioner with rigging, the assembly tools, and
the chain bundle slings to the designated storage area.
DAY 4
1. The chain stopper assemblies are stowed on the towing vessel and
the buoy is towed to the marine installation site.
The up current chain leg pendant buoy is secured and the pendant
is threaded through the appropriate mooring table chain support
stopper. This operation can be accomplished easily by a diver and,
if desired, with a little more difficulty, from the surface of the buoy
deck. The pendant is hoisted in using the chain tensioning rigging
and choker slings until the chain is obtained. The pendant buoy is
then removed from the chain, reassembled and stowed on the tow
vessel.
10. The chain tensioning rigging is secured on the buoy. The tow bridle
is recovered onto the tow vessel and the vessel returns to the
docwstaging area.
@ Staging area:
2. The seven surface hose sections are lifted, in turn, and moved to the
edge of the dock. The hose sections are located, in a single line,
parallel to the edge of the water. The crane positions the hose
sections so the hose flanges can be aligned and manually made up
during the move.
4. The installation and tightening of the fasteners at all the flange joints
are completed.
5. The floating hose assembly is lowered into the water and secured to
the dock.
DAY 5
1. The hose connection hardware and tools are loaded onto the tow
vessel. The tow line is rigged and the hose assembly is towed to the
buoy.
2. The buoy winch is rigged to seat the floating hose assembly flange
onto the buoy piping flange. See Figure 2.5 for an illustration of the
procedure. The air supply line is attached to the winch and the hose
flange is seated to the buoy piping flange.
5. The under buoy hose is pulled into the buoy centerwell and secured
at the buoy deck. The hose is rerigged to insure alignment of the
hose swivel connection and tugged into position.
7. The chain leg chain angles are reverified and corrected as required.
The spar buoy located at the end of the submarine pipe line is
recovered.
FIGURE 2.5
9. The buoy trim is adjust by flooding the buoyancy tank. The valve is
closed when desired trim is achieved.
10. The operation of the navigation aids are verified. The handrails are
stowed. The mooring hawser is deployed.
II. The "tow vessel returns to the docwstaging area and offloads
equipment.
DAY 6 Weather hold, marine travel time to site, equipment delay or other
contingency time reserve.
DAY 7 Weather hold, marine travel time to site, equipment delay or other
contingency time reserve.
2.3 Resource Summary: The following table lists the minimum equipment and
personnel required to assembly and deploy the DPO SPM system in a
marine environment in the specified time period:
Equipment: Personnel:
~ u o crew
y 4 Personnel (including Diver)
Dav 4
Dav 5
Contingency days for equipment failureldelay, extensive travel times to the marine
site or weather delay.
3.1 The BPO SPM recovery operation is essentially the reverse of the
deployment operation. More time will be required to carry out the operation due to the
requirement to:
2. Account for components, fasteners, tools, etc. and replace lost items.
2. Release the underbuoy hose and four anchor chain legs. Tow the buoy to
the dock.
3.3 The docwstaging area activity will include removal of the system from the
water, disassembly, accountabiliby, maintenance/rep!acement, packing and preparation
for shipment. Anticipated elapsed time for docwstaging area activiv is 7 to 10 days.
3.4 The loading of the system onto trucks for transpofl is anticipated to require
4 days assuming the use of one crane.
3.5 Crew complement for the recovery operation is equivalent to the assembly
and installation operation.
4 BPO SPM Emergency Buoy Recovery
4.1 The towing bridle is recovered from the support vessel and each leg of the
dual leg towing bracket is attached to its respective buoy towing bracket. The support
vessel utilizes the towing bridle as its primary mooring line during the remainder of the
emergency buoy recoveFy operation. Total estimated elapsed time = .25 hours
4.2 The buoy handrail system is deployed as desired. The winch air supply
hose is rigged from the support vessel to the onboard buoy winch. The chain tensioning
blocks are transferred to the buoy and rigged. A pelican hook is afiached to the hook
block. Four short choker slings and four anchor pendant buoys with shackles are
transferred to the buoy. Total estimated elapsed time = .SO hours
4.3 The underbuoy hose string is released from the buoy hose swivel by:
4.3.2 Rotaing the rotating bar socket by hammering on the hammering lug
provided, causing the five locking lugs to disengage, and releasing
the Bower swivel assembly and underbuoy hose to drop through the
buoy hull centewell to the sea floor.
44 The mmring hawser assembly is pulled, hand over hand, onto the buoy hull
deck and secured. Alternatively, the mooring hawser assembly could be released from
the buoy and secured on the support vessel. Total estimated elapsed time = -25 hours
4.5 The support vessel will maneuver the buoy hull into position over each
individual chain support assembly to align the chain tensioning tackle for chain release.
The support vessel captain should plan his method of maneuver to arrange to have the
up current chain leg be the last chain to be released. The first chain support assembly
is selected and the suppofl vessel holds the buoy on station.
4.6 The chain legs will be released in turn. The sequence of events are:
4.6.1 The diver locates the short sling at a chain link slightly above the
chain stopper and aEaches the pelican hook.
4.6.2 The buoy crew raises the anchor chain to gain access to the chain
stopper halves and removes the chain stopper halves to the support
vessel.
4.6.3 The diver threads the anchor pendant buoy up through the chain
suppofl assembly and aEaches it to the end link sf the anchor chain.
4.6.4 The diver clears the area. The buoy crew deploys the anchor
pendant buoy assembly clear of the buoy.
4.6.5 The buoy crew trips the pelican hook and releases the anchor chain
leg.
4.6.6 The buoy hull is maneuvered into position over the next chain
support assembly and the process is repeated until all four anchor
chains are marked and released.
Total estimated elapsed time to release all four anchor chains = 1 hour.
4.7 The buoy crew secures the chain tensioning rigging, the winch air hose, and
the buoy handrails. Estimated elapsed time = .50 hours.
4.8 The buoy is ready for tow to shore. Total estimated elapsed time on site
is 2.5 hours. Buoy crew consists of four personnel, one of which is the
diver. Support vessel crew as required by vessel; but, a minimum of three
personnel.
DREDGE MOORING STUDY
Phase ll Report
APPENDM E
BID PROPOSAL SPECIFICATION
SECTION TITLE
1 GENERAL ............................................... 5
Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Document Precedence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SPM Design. Materials and Equipment . . . . . . . . . . . . . . . . . . . . . . 6
Direct Pump Out Dredge Buoy System Description . . . . . . . . . . . . . 6
SPM Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ScopeofWork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
10 STRUCTURAL FABRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
1.I Scope
1.2 Definitions
1.3 Responsibilities
a. Contract
b. This Specification
c. Referenced Drawings
d. Referenced Codes and Standards
The Direct Pump Out (DPO) Dredge Buoy System is a modular component, single
point mooring (SPM) system utilizing a catenary anchor leg mooring (CALM)
concept to moor a dredge vessel in an open sea environment. The SPM provides
a piping system for transfer of material from the dredge hopper through a floating
hose, buoy swivel, submarine hose, submarine pipeline to the designated beach
refurbishment/deposit site, The buoy and piping swivels allow the vessel to
"weathewane" about the mooring due to forces imposed by the prevailing
environmental conditions; thereby, reducing loads on the vessel and the SPM.
The DPO dredge buoy system is truck transportable for rapid displacement to a
designated work area.
The DPO Dredge Buoy SPM shall be a catenary anchor leg mooring system and
shall consist of, but not limited to, the following components:
1.8.1 Design
Contractor shall be responsible for the detailed design of the SPM system.
Sufficient design details of the SPM system shall be included in the bid
proposal so that a complete evaluation of the SPM system design can be
performed. Contractor shall identify and designate all materials, equipment
and manufactured items for the SPM system.
The drawings and detailed procedures shall include the weights and centers
of gravity of all subassemblies, shall depict the location of lifting padeyes
and provide suggested lifting sling arrangements and shall show the
suggested installation aids for the marine anchors, anchor chain, hose
systems and hawser assembly.
1.8.3 Delivery
Contractor shall be responsible for all costs of inland and/or marine freight,
packing, loading and shipping of the SPM system components from the
various fabrication sites and manufacturing plants to the designated
receiving point.
The material control report for stock material and manufactured items shall
include an unpriced copy of all Contractor purchase orders with their
scheduled delivery dates and specifications of purchased material or
components. The report shall include delivery schedules for all other
materials and components, and shall be correlated to the Contractor's
fabrication and assembly schedule to indicate the impact of material and
component deliveries on the SPM system's fabrication and delivery.
The material control report for SPM subassemblies and ancillaries shall
include a details description of each subassembly and ancillary and a
schedule showing dates for loadout and delivery to the final destination.
The name and type of carrier shall also be indicated.
The system shall be judged acceptable if the following two milestones are
successfully accomplished:
2. Phase II. At dawn on the eighth day the Company shall begin
immediate operational use of the SPM system and shall continue its
operational testing of the SPM system for a minimum of 72
continuous hours (3 - 24 hour days). The system is deemed
acceptable if it maintains its operational readiness during the
designated time period.
1.8.5 Classification
All materials and equipment supplied and work performed herein shall conform to
the latest edition of the applicable industry codes, standards, references and
recommended practices. Should there be any contradiction or inconsistency
bemeen standards or codes, then the one with higher quality shall govern.
Related clauses included in the above codes and standards, but not
explicitly listed shall be followed if applicable.
2.2 Location
The SPM system will be designed for operational deployment in any inland
waterway or along any coast of the United States of America as the
Company mission dictates.
El 3
Swell Weight 6.0 ft @ 60 degree from shoreline
The SPM system by definition is a highly poflable DPO SPM system with
the capability to be installed at diverse sites with a variev of soil Vpes and
conditions. For design purposes the Contractor shall use the following soil
descriptions to define the limits of expected conditions:
Maimlam Minimum
Displacement ( D m )
LOA (ti)
LBP (N)
Beam (ft)
Molded Depth (N)
Loaded Draft (ft)
Loaded Freeboard (fi)
2.10 Dredge Slurry Characteristics
Material
Specific Gravity
Viscosity
Rate (GPM)
3.1 The mooring buoy hull shall consist of a capsule shaped, welded steel
structure with a symmetrically located circular centerwell. The buoy shall be
designed and fabricated in accordance with the codes, standards, design criteria
and operating parameters specified in Section 2. The mooring buoy shall be not
less than 28 feet long. The mooring buoy shall be not more than 1 t . 5 feet wide
and 7.5 feet in height (from top of the buoy circumferential fender at the deck to
the bottom of the mooring table bolted joint).
3.2 The buoy hull shall be divided by bulkheads into watertight compapltments.
The number and placement of the watertight comparlments shall be so designed
as to insure positive buoyancy of the buoy in the event that two adjacent
compartments become flooded or damaged. A mounting plate for a manually
operated bilge pump complete with mounting brackets, as required, shall be
provided at a centralized location on the buoy deck. A water ballasting
compartment shall be provided on the buoy end opposite the surface hose
attachment point to provide for leveling of the buoy. The water ballast
compartment will be equipped with a valve to allow and control flooding of the
compartment from the deck of the buoy. A method to remove the ballast water
from the compartment while on site and controlled from the deck of the buoy shall
be provided.
- A vertical steel constructed ladder extending from the hull deck to the hull
bottom plate shall be locatedlattached beneath each manway access cover.
3.4 The central cylindrical centerwell shall be open to the sea at the lower end
for connection of the underbuoy hose to the hose swivel above the buoy
deck level. The buoy hull adjacent to the centerwell shall be fitted with a
reinforced structural steel foundation adequately machined for mounting and
installation of a central rotating mechanical swivel assembly. The
mechanical swivel shall allow continuous 360 degree rotation of the buoy
about the mooring table. The wear surfaces of the mechanical swivel shall
be constructed of corrosion resistant materials suitable for long term
exposure to salt spray and sea water. The bushings utilized in the
mechanical swivel shall be of the self lubricating type and shall be suitable
for submerged use in sea water. A method to provide supplemental grease
lubrication of the wear surfaces of the mechanical swivel from the buoy
deck shall be provided. The mechanical swivel shall be designed to
facilitate passage of the underbuoy hose for connection to the hose swivel.
The mechanical swivel shall be designed to accommodate the axial and
radial loads and overturning moments induced by the buoy hull, surface and
underbuoy hose strings and mooring hawser. The lower structure of the
mechanical swivel shall attach to the mooring table with a bolted joint. The
bolted joint shall be a machined connection designed with adequate bearing
area and a sufficient number of fasteners to transfer the forces generated
by the axial and radial loads and overturning moments induced by the buoy
hull, surface and underbuoy hose strings and mooring hawser to the
mooring table.
3.5 The buoy hull shall be fitted with a rolled and welded steel pipe fender
around the top circumference of the buoy hull, and shall be fitted at one
yard intervals with either and/or half round steel pipe welded vertically to the
hull exterior plate or replaceable elastomeric fenders extending from the top
of the buoy hull to one foot below the design waterline.
3.6 The buoy hull shall be fitted with draft marks consisting of six (6) sets of
welded steel plate numerals indicating hull draft in six inch increments and
extending over the full height of the buoy hull. The numerals shall be
equally spaced around the circumference of the buoy, with one set mounted
on the longitudinal centerline at the bow and another set located on the
longitudinal centerline at the stern.
3.7 The Contractor shall provide a portable handrail system for temporary
erection on the perimeter of the buoy deck as dictated by safety
requirements when personnel are aboard the buoy. The buoy hull shall be
designed to support the portable handrail system. Preferred storage of the
handrail system is on the buoy.
3.8 The buoy hull shall be equipped with a minimum of four lifting lugs/padeyes
located on the deck of the buoy and in alignment with the interior bulkheads
for the lifting of the complete hull and mooring table assembly as a single
unit. The Contractor shall supply the complete rigging, i.e., the shackles,
wire rope slings, and spreader bar, if required, to lift the complete hull and
mooring table assembly as a single unit. The buoy hall shall be equipped
with two towing brackets/padeyes located on the deck of the buoy and in
alignment with the interior bulkheads at the bow of the buoy. The
Contractor shall supply the complete rigging, i.e., shackles, tow bridle and
ancillary equipment required, to tow the buoy hull, mooring table, piping,
and surface hose string as a single unit.
3.9 The buoy deck shall be equippedlfitted with a minimum of four (4) mooring
bittslpoints for use by small service vessels and mooring launches. The
mooring points shall be located on the perimeter of the buoy, aligned with
interior bulkheads and symmetrically arrayed around the center of the buoy.
3.10 The buoy deck shall be fitted with brackets/padeyes to allow the pinned
attachment of the tubular steel lifting frame. The lifting frame will
incorporate sufficient rigging connection points to facilitate tensioning of the
anchor chain on either side of the buoy hull and installation of the floating
and underbuoy hose strings. The lifting frame shall incorporate mounting
points for ancillary equipment including radar reflector, fog horn, navigation
aid light, and safety equipment. A mounting foundation for a winch shall be
provided on the buoy deck opposite the buoy piping assembly. The
ancillary equipment is described in Section 9. The tubular steel lifting frame
shall also incorporate the mounting structure for the buoy piping assembly
and underbuoy hose swivel assembly at the centerwell of the buoy. A buoy
piping assembly attachment point shall be provided on the longitudinal
centerline of the buoy deck opposite the towing brackets and winch
foundation.
3.12 A means shall be provided for locking the rotating buoy hull to the stationary
mooring table during installation/maintenance/repairoperations. The locking
mechanism shall be designed to lock the longitudinal centerline of the buoy
hull in alignment with the centerline of each of the mooring table chain
support arms.
The submerged portion of the buoy hull shall be fitted with a cathodic
protection system consisting of sacrificial zinc and/or aluminum anodes.
The design life of the cathodic protection anode system shall be a minimum
of five (5) years. The current density for uncoated surfaces including stud
link chain pendants and anchor points shall be 120 mAmps/sqm, and 50
Mampslsqm for coated surfaces. The anodes shall be bolted to the
mounting brackets in such a manner as to insure positive grounding of the
anodes to the buoy hull plate. Electrical continuity between the anode and
the mounting bracket shall be tested with an ohm-meter. The anode shall
be manufactured and tested in accordance with applicable industry codes
and standards. The cathodic characteristics and manufacturer data sheets
shall be submitted with the bid proposal. Design data shall include service
life, current density, sea water resistivity, anode type and material, anode
output, crude utilization factor, number of anodes, anode net weight, and
attachment details.
3.14 The buoy hull shall be fabricated, coated and tested in accordance with the
requirements contained in Sections 10, 12, and 13.
4 MOORING TABLE ASSEMBLY
4.1 The mooring table assembly shall consist of a one-piece steel fabricated
structure consisting of a central tubular component with four equally spaced
box beam arms radiating from it. The upper end of the tubular incorporates
a bolted joint to facilitate attachment to the buoy mechanical swivel
assembly at the buoy centerwell. The lower end of the tubular incorporates
a bell fairing. The mouth of the bell faring shall be fitted with a rolled and
welded steel pipe circumferential fender to facilitate the passage and protect
the integrity of the underbuoy hose string. The four radial arms support the
anchor chain support assemblies.
4.2 The mooring table assembly shall be equippedlfitted with four (4) locking
type chain support assemblies for securing the stud link chain pendants.
The chain support assemblies shall be designed to permit adjustment of the
chain pretension from the hull deck, and shall not cause chain wear. In
addition, the chain support assemblies and chain stoppers shall be fitted
with lifting lugs.
- be of a swiveling type that allows free rotation about the horizontal axis.
- swivel on a bearing surface of corrosion resistant material suitable for long
term exposure to sea water.
- utilize self lubricating material in the design of the bushings and thrust
washers.
4.4 The mooring table shall be fitted with a cathodic protection system
consisting of sacrificial zinc and/or aluminum anodes. The design life of the
cathodic protection anode system shall be a minimum of five (5) years. The
current density for uncoated surfaces including stud link chain pendants and
anchor points shall be 120 mAmps/sqm, and 50 mAmps/sqm for coated
surfaces. The anodes shall be bolted to the mounting brackets in such a
manner as to insure positive grounding of the anodes to the buoy hull plate.
Electrical continuity between the anode and the mounting bracket shall be
tested with an ohm-meter. The anode shall be manufactured and tested in
accordance with applicable industry codes and standards. The cathodic
characteristics and manufacturer data sheets shall be submitted with the bid
proposal. Design data shall include service life, current density, sea water
resistivity, anode type and material, anode output, crude utilization factor,
number of anodes, anode net weight, and attachment details.
4.5 The mooring table shall be fabricated, coated and tested in accordance with
the requirements contained in Sections 10, 12, and 13.
5 BUOY PIPING ASSEMBW AND HOSE SWIVEL
5.1 .I The buoy piping assembly, located above the aft deck of the buoy,
provides a hard pipe product passage from the floating hose string,
with the connection located outboard of the buoy, through the hose
swivel, with the connection located above deck at the centewell of
the buoy, to the underbuoy hose string.
5.1.2 The buoy piping assembly shall be designed for ease of removal
from the buoy to facilitate over-the-road truck transport of the system
and rapid assembly of the system during installation/depIoyment.
The buoy piping assembly shall be support by the mooring hawser
padeye strudure on the aft deck of the buoy and by the hose swivel
at the centerwell of the buoy. Refer to Section 3 for additional
information on the buoy piping suppo~s.
5.1.3 The buoy piping assembly shall consists of a 28 inch diameter pipe
and shall transition from approximately 20 degrees above horizontal
orientation at approximately sea level outboard of the buoy deck to
a vertical orientation opening downward at the centerwell of the
buoy. End flanges shall be ASTM A1 05/ANSI B16.5 Class 158,
Tube Turns or equal, weld neck flat face flanges.
5.1.4 All cable guides, reaction points, pipe supports and/or appendages
attached to the pipe shall be designed and fabricated in strict
accordance with the applicable codes and standards, i.e., doublers,
reinforcement plates (full or partial encirclement).
5.1.5 The buoy piping assembly shall be fabricated, coated and tested in
accordance with the requirements contained in Sections 11, 12, and
13.
5.2.2 The hose swivel shall be securely mounted above the deck of the
buoy hull at the centerwell and connected to the buoy piping
assembly.
5.2.3 The hose swivel shall be fitted with a means to lubricate the sliding
bearing surfaces and lip seal from the buoy deck.
5.2.4 The hose swivel shall be coated and tested in accordance with the
requirements contained in Sections 11, 12 and 13.
6 ANCHORING SYSTEM
6.1 The SPM anchoring system shall consist of four (4) flash butt welded stud
link chain pendants extending from the chain support assemblies located in
the buoy mooring table to four (4) seafloor anchor points consisting of high
efficiency fabricated steel marine anchors.
6.3 The chain pendant length and diameter and marine anchor type and
capacity shall be determined based on operational and survival loads, buoy
hull excursions and motions during operational and survival conditions as
determined by the Contractor.
6.4 The anchoring system capacity shall be defined by the ultimate strength of
the weakest component in the system. For this purpose, the system is
defined as the chain, anchor and joining shackles at both ends. The
ultimate strength of the components shall be the specified break strength
provided by the component manufacturers. Failure of any component in the
anchoring system shall not result in damage to the buoy hull or result in
buoy instability.
6.5 The anchoring system design safety factor against component breakage
shall be a minimum of 3 for all loading conditions. Under the maximum
design load, a minimum of one full shot of anchor chain (90 feet) shall
remain on the seafloor. Marine anchor design loads shall not include any
reduction for chain/seafloor friction.
6.6 Each chain pendant shall be of approximately equal length and shall include
sufficient chain length to allow for setting of anchors and obtaining required
pretensions during installation.
6.7 The anchoring system shall be oriented so that the submarine pipeline will
bisect the angle between two adjacent chain pendants.
6.8 Each marine anchor shall be equipped with a wire rope buoy pendant
designed to allow surface recovery of the anchor.
6.9 Each stud link chain leg or pendant (from the anchor end to the chain
stopper end) shall consist of one anchor shackle, a detachable anchor
connecting link (pearlink), and the required number of individual common
link chain shots each joined together with the required number of
detachable chain connecting (baldt) links, except for the last shot which
shall consist of two (2) half shots joined together with a detachable chain
connecting (baldt) link which will allow the upper portion of the chain
pendant to be removed due to excessive length or replaced due to
abnormal or excessive wear (chain link diameter reduction or stud damage).
6.10 All stud link chain and chain fittings shall comply with material,
manufacturing and testing requirements for Grade 3 stud link chain and
fittings as specified by international classification societies (ABS, API, or
equal) and shall be furnished with classification society certificates indicating
that all testing requirements have been satisfied. After manufacturing and
testing have been successfully completed, each chain stud weld shall be
subject to ultrasonic and magnetic particle inspection, and each link shall
be subject to dimensional checks.
6.1 1 After final inspection, the chain fittings shall be coated with coal tar epoxy
to a minimum dry film thickness of 8 mils (200 microns). Each chain shot
shall be bundled and bound with wire ripe slings ending in woven eyes to
permit easy handling of chain bundles during shipment and assembling at
the installation site. Connecting links shall be bundled or strapped to
shipping pallets by type and shall be marked with metal identification tags
attached by wire twists. All connecting links shall be placed atop or aside
from all chain shots to permit easy access to the connecting links during
assembly of the chain pendants at the installation site.
6.12 For marine anchors, the rated anchor holding capacity shall be in
accordance with ABS Rules for Building and Classing Single Point
Moorings. Drag anchor design data with support anchor test data shall be
submitted to Company for approval.
7 HOSE SYSTEM
7.1 The DPO SPM shall be equipped with a single, twenty eight inch inside
diameter smooth bore rubber hose system consisting of Wo basic sections.
One section is referred to as the underbuoy or submarine hose system.
The underbuoy hose system extends from the end of the submarine
pipeline located on the seafloor upward to the buoy hull centerwell and ends
at the hose swivel. The second section, referred to as the floating hose
section, efiends from the end of the buoy piping assembly to the dredge
manifold.
7.3 The overall length of the suriFace hose section shall be 245 feet, composed
of seven hose sections of 35 feet each. The CONTWCTOR shall be
responsible for verifying the suitability of this surface hose configuration
relative to his overall system design. The individual hose sections selected
by the CONTRACTOR in the sudace hose system shall have a history of
successful use in continuous service in dredge applications.
7.5 Length
7.5.M o m i n a l Length
7.5.2 Tolerances
The actual length of the hose sections shall not vary more than plus
or minus 2 percent from the specified nominal length.
7.6 Flexibility
The hoses shall be capable of being bent to a minimum radius of 4.5 times
the nominal diameter. After bending, the hose body shall show no
permanent deformation such as kinking or ovaling. The integral flotation of
floating hoses shall show no permanent damage such as creasing or
cracking.
7.7 Construction
The hose body shall be constructed from high tensile strength cords
encapsulated in rubber, helically applied in a number of layers. In
the shoulder area there shall be additional plies tapered into the
body of the hose to increase the stiffness and strength in the
transition zone between the end fittings and hose body. The
reinforcement shall be both mechanically and chemically bonded to
the end fittings.
Floating hoses shall have integrally built floatation over the basic
hose consisting of layers of closed-cell expanded foam. The
floatation material shall be firmly adhered to all sides and facings of
the hose, as well as to the hose body and cover so that there is no
movement or tendency to unravel in service. Should the floating
hose become submerged for a sufficient time and depth to collapse
the foam, the foam shall be capable of recovering its initial shape
and hence its initial buoyancy.
Full floating hoses shall have floatation along the full length of the
hose. Half floating hoses shall have flotation along one half of the
hose length. At the ends of the hoses (and at the mid-body of a half
float hose) the flotation material shall taper down to the hose body
smoothly to the hose body.
7.8 Nipples
Hoses shall be supplied with built-in nipples. The nipples shall be standard
weight, seamless or double submerged-arc welded steel pipe conforming
to ASTM A-106 Gr. A or Gr. B or API-5L Gr. A or Gr. B with restriction on
carbon content to 0.23 percent in all cases.
7.9 Flanges
Steel flanges with full penetration welds shall be supplied on all hoses.
Flange material shall be ASTM A-105. Unless specified otherwise, flanges
shall match ANSl Class 150 Ib flanges (bolt hole drilling, outside diameter
etc.) as specified in ANSl B16.5 and shall be flat face.
7.10 Markings
Floating hoses shall have a bright orange spiral along the full length
of the hose.
8."1he DPO SPM system shall be equipped with a single mooring hawser
assembly supplied in accordance with the Oil Companies international
Marine Forum (OCIMF) Standards for Equipment Employed in the Mooring
Of Ships at Single Point Moorings, OClMF Procedures for Qualiv Control
and Inspection during Produdion of Hawsers, OCIMF Guide to Purchasing
Hawsers and applicable sections of the US Department of Transportation
Guidelines for Deep Water Single Point Mooring Design.
8.2 The mooring hawser assembly shall consist of the following components:
- Crosby 55 ton, bolt type, polytetrafluoroethylene (PTFE) coated,
chain shackle, or equal.
- Suggested length of 100 feet of 3.2 inch diameter, "1 inch
circumference, polypropylene sheathlpolypropylene core, "2 in 1
Viking Braidline" , or equal, with soft eyes at both ends and a PTFE
coated thimble at the buoy aklachment end.
Contractor shall submit, with the bid proposal, mooring hawser design
loads, safety factors and manufacturer data sheets and drawings for each
component and the overall mooring hawser assembly.
8.3 The rated tensile breaking strength of a new, dry, eye-spliced specimen of
the mooring hawser shall meet or exceed the manufacturer's published
rating. Breaking strength determination shall be conducted using an eye-
spliced specimen in accordance with Section 5 of the Cordage Institute
Standard Test Methods, or realization test methods in accordance with
British Standards.
8.4 The elongation of the rope shall not exceed 35 percent at the rated
breaking strength of the rope.
9 ANCILMRY EQUIPMENT
The single point mooring shall be equipped with the following navigational
aids:
Fire Extinguisher
10.t.2 All workmanship shall be of the highest quality. All labor shall
be performed by men skilled and experienced in their par-
ticular line of work. All structural materials shall be installed
without springing, forcing or wedging.
10.1.5 As-built drawings which show all field modifications and weld
locations, with a numbering system corresponding to the Non-
Destructive test reports, shall be furnished to Company
Representative by the Contractor no later than 30 days after
completion of fabrication. This shall constitute a portion of the
inspection records to be prepared and submitted by the
Contractor.
10.2.3 Dimensions
10.2.3.1 All welding shall conform to the types, sizes and extent
detailed on the Contractor's shop drawings. In the
absence of specific instructions, all welding shall
conform to ABS Rules for Building and Classing Steel
Vessels or AWS D l . 1.
Primary Connections
10.2.8 Inspection
10.2.8.8 The root (or second) side of all joints shall be back
gouged to clean sound metal. The back gouged weld
root shall be subject to inspection (for porous or
unfused metal and cracks) by magnetic particle
methods, until the gouging operating has been
demonstrated capable of consistently producing a
sound weld surface for subsequent weld passes.
Bolted Connections
10.3.3 Bolts shall be inserted accurately into the holes without driving
or damaging the threads. Bolt heads and nuts shall rest
squarely against metal.
10.3.5 The bolts shall be of a length that will extend entirely through
but no more than approximately 114 inch (6 mm) beyond the
nuts. Bolt heads and nuts shall be drawn tight against the
work.
10.3.6 All holes shall be drilled at right angles to the surface of the
metal as shown on the shop drawings and shall not be
enlarged by burning. Enlarging of holes shall be by reaming
only, and with approval from the Company. All holes shall be
drilled and reamed as necessary prior to application of
protective coating.
Unfinished bolts and nuts may not be used permanently in
main members. They may only be used temporarily during
construction or permanently in secondary members.
Material Preparation
11.2.10 All pipe and fittings shall be examined internally and cleaned
where necessary to ensure that they are free from dirt and
other contamination. Prior to line-up of a pipe for welding, it
shall be reexamined to ensure that it is clean and free of all
extraneous matter.
11.2.12 All piping, where possible, shall be lined up for welding by use
of an internal line-up clamp, and no tack welds shall be
permitted when aligning the pipe for position welding. For all
other pipe work where use of an internal line up clamp is
impossible, an external line-up clamp shall be used.
11.2.15 The minimum tack length shall be 1.5 inch (38 mm) for pipe
12 inch (305 mm) diameter and larger, and 1 inch (25.4 mm)
for pipe smaller than 12 inch (305 mm) in diameter. The
tacks shall be equally spaced around the pipe and there shall
be at least two tacks on smaller diameter pipe. When
conditions so warrant, more than two tacks may be required
on the smaller diameter pipe. Large tack welds, which almost
fill the welding groove, are not acceptable.
112.16 Stud bolts and nuts used in the installation of flanged joints
shall be PTFE coated and shall conform to ASTM A193-B7
and ASTM A194-2H, respectively.
11.2.17 All bolts are to extend through the nuts by a minimum of two
(2) threads. Bolt lengths to be as quoted in drilling and
template tables of ANSl B16.5.
11.3.1 1.6 Postweld heat treatments may be carried out using one
or more of the following types of heat sources:
11.3.12 . Fabrication
1 1.3.12.1
4 Threadolets and sockolet may be substituted for
screwed or socket weld couplings whenever such
substitutions do not result in an increased cost.
11.4.1 General
11.4.2.4 The hardness of the weld metal and heat affected zone
in carbon steels shall not exceed HRC 22. In any
instance where hardness tests indicate an
unacceptable value, stress relieving and/or re-welding
shall be mandatory to reduce the hardness to within
acceptable limits.
12.1.1 All welded areas, weld spatter and residual flux shall be given
particular attention during abrasive blasting. Special care is
required to remove corrosion products from pits and cracks.
Rough welds, sharp edges, cutoffs, slag, spatter and all
burned, scarred or scored areas shall be removed by chipping
or grinding prior to abrasive blasting. Power tool cleaning
shall be in accordance with SSPC SP 3 "Power Tool
Cleaning."
12.1.10 Abrasive blasting shall not be done within 300 feet (91 m) of
coating operations or wet paint areas which are susceptible to
contamination. Precautions shall be taken to ensure that the
residual abrasive material dust does not enter any bearing
assemblies or the sealing surfaces. Surfaces which cannot
be blast cleaned shall be cleaned with a disc sander or
grinder to a grey metal SSPC-SP10-67lSIS-ST2.5 surface.
a. Emerged Surfaces
Dry Film
Coating System Thickness
b. Submerged Surfaces
Dry Film
Coatina Svstem Thickness
Dry Film
Coatinq Svstem Thickness
Relative Humiditv
Coatinq Minimum Preferred Maximum
When the pot life limit is reached, the spray pot shall be
emptied and the remaining material discarded.
Each coat shall be allowed to dry for the time specified by the
manufacturer before succeeding coats are applied. Where
painting has commenced, the complete painting operations,
including priming and top coats, shall be completed as soon
as possible. In no event, except delay due to weather
conditions, shall more time elapse between successive coats
than is necessary for the coats to thoroughly dry. The final
coat of paint will be considered dry when it is sufficiently hard
to permit maximum pressure to be exerted against the film by
the thumb rotated through 90 degrees without wrinkling or
otherwise disturbing the film, in no case should this be less
than twenty-four (24) hours.
12.3.16 Inorganic zinc silicate primer shall be checked for surface zinc
oxide formation immediately prior to applying the first epoxy
top coat. Any oxide formation shall be removed by high
pressure fresh water cleaning, or by fresh water hosing
followed by scrubbing with stiff brushes to remove zinc salts.
Excessive Zinc build up causing "mud cracking" will be sweep
blasted and recoated using Amercoat Zinc rich Epoxy Primer
68A or equal. The surface shall be allowed to dry thoroughly
prior to applying the topcoat.
12.3.18 The inorganic zinc silicate must be fully cured before the
epoxy coating sequence commences.
12.3.19 The surface of the inorganic zinc must be free of zinc salts,
dry spray, dirt, grease, oil and other contaminants. Surface
contaminants must be removed by Company approved means
before application of the epoxy intermediate coat.
12.3.20 Weld seams, fillets, edges, bolts and other similar features
shall be given an extra intermediate coat (so called "stripe
coat") of epoxy. Preferably, this should be applied by brush
and before the epoxy coating sequence commences.
12.4.1 Contractor shall notify Company in writing not less than five
(5) days in advance of the start of each coating application
and shall provide a detailed time schedule to permit
Company, if desired, to witness all or part of the surface
preparation, coating application, drying time, and testing.
Care shall be exercised when handling coated steel. Suitable slings and
hooks designed to minimize damage at the points of support shall be used.
Suitable supports shall be provided to receive the coated steel when
stacked prior to construction. Attention is called to the fact that subsequent
retouching and repair of coating is inevitably inferior to the original
application. Therefore, every possible precaution shall be taken to minimize
the necessity for such repairs.
13.2.1 Radiographic
Ultrasonic
Ultrasonic testing shall be performed on all welds designated
for radiographic (NDE) but deemed to be impractical for
radiographic inspection with the concurrence of the Company
Representative.
13.2.5 Visual
13.2.6 Hydrostatic
One made at the beginning, one every half hour for the
full test period, and one at the end of the test period.
The pressure and temperature charts shall be ink
marked and noted at the point in time on the scribed
gradients each time a deadweight pressure gauge
reading is made. The time, temperature of test water,
and the deadweight pressure gauge readings made
during the specified test period shall be entered in the
table provided on the certification form.
13.2.7 Pneumatic
13.2.7.1 The work covered consists of furnishing all plant, labor,
equipment, supervision and materials required for
testing, and in performing all operations in connection
with pneumatic testing of the separate buoy
compartments and sounding and vent piping systems
to verify water tight construction.
If testing and inspection result in the rejection of any or all of the affected
work in progress, such defective material shall be removed and corrective
measures taken immediately to insure that the provisions of these
Specifications shall be adhered to. Repaired areas shall be reinspected by
the same inspection method used to reveal the defect originally. Where
random non-destructive examination/testing procedures are employed and
defective materials are detected, additional testing shall be performed in
order to establish the extent of such non-compliance. The Company
Representative may require that a particular weld be repaired before other
welds are made, or may require that additional work be performed prior to
the completion of a particular repair. The Contractor shall be responsible
for all repairs, the retesting of such and the associated costs.
Waternays Experiment Station Cataloging-in-Publication Data